Automatic paper cutter



July 8, 1969 J. H. GREEN AUTOMATIC PAPER CUTTER Sheet Filed Oct. 6; 1966 James H. Green INVENTOR.

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July 8, 1969 J. H. GREEN AUTOMATIC PAPER CUTTER Sheet Filed 001:. 6. 1966 w& at

Filed UC'b. 6, 1966 Sheet James H. Green INVENTOR.

United States Patent 3,453,916 AUTOMATIC PAPER CU'ITER James H. Green, 8 W. Cedar St., Pensacola, Fla. 32501 Filed Oct. 6, 1966, Ser. No. 584,899 Int. Cl. B26d /08, 7/06 US. (:1. 83-400 16 Claims ABSTRACT OF THE DISCLOSURE This invention relates to improvements in tail cutting apparatus utilized in connection with a continuously moving web. More particularly, the present invention is an improvement over the tail cutting device disclosed in Patent No. 2,698,662 to Moody, issued Jan. 4. 1955.

An important object of the present invention is to provide a tail cutting device of the aforementioned type which employs a novel drive mechanism through which a paper cutting blade is projected to a position penetrating the web and transverse movement imparted to the carriage on which the blade is mounted. The drive arrangement of the present invention is such as to offer more positive and reliable control over both the displacement of the blade to its web penetrating position and movement of the carriage.

In order to accomplish the foregoing, the tail cutting apparatus of the present invention features an endless drive element through which displacing force is simultaneously transferred to the blade positioning mechanism and the carriage. A stop mechanism is provided under selective control in order to prevent projection of the blade and produce a limited amount of forward movement of the carriage in order to vary the location spaced from one longitudinal edge of the web from the blade serves the web.

Operational stability for the apparatus is also achieved by use of friction brakes to resist movement of the carriage and thereby insure that the cutter blade penetrates the web before any transverse movement is imparted to the carriage. Dynamic braking means is also provided which cooperates with shock absorbers to stop and limit movement of the carriage between the ends of its stroke as well as to facilitate automatic control over the movement of the carriage during an operational cycle.

The apparatus of the present invention also embodies additional structural improvements over tail cutting devices heretofore utilized including a novel mounting for the web piercing blade by means of which the blade is reorientated in response to transverse movement of its carriage in order to smoothly sever the paper web.

These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout, and in which:

FIGURE 1 is a simplified perspective view showing the installational environment for the paper cutter apparatus of the present invention.

FIGURE 2 is a side elevational view of the apparatus.

3,453,916 Patented July 8, 1969 FIGURE 3 is a top plan view of the apparatus shown in FIGURE 2.

FIGURE 4 is an enlarged partial side sectional view through the apparatus.

FIGURE 5 is a side sectional view through another portion of the apparatus.

FIGURE 6 is a sectional view taken substantially through a plane indicated by section line 6-6 in FIG- URE 5.

FIGURE 7 is a transverse sectional view taken substantially through a plane indicated by section line 7--7 in FIGURE 2.

FIGURE 8 is a transverse sectional. view taken substantially through a plane indicated 'by section line 8-8 in FIGURE 2.

FIGURE 9 is a partial transverse sectional view taken substantially through a plane indicated by section line 9-9 0f FIGURE 4.

FIGURE 10 is an enlarged partial sectional view taken substantially through a plane indicated by section line 10-10 of FIGURE 3.

FIGURE 11 is an enlarged top plan view of a portion of the apparatus shown in FIGURE 3.

FIGURE 12 is an enlarged partial side elevational view of a portion of the apparatus with parts broken away and shown in section.

FIGURE 13 is a sectional view taken substantially through a plane indicated by section line 13--13 of FIG- URE 12.

FIGURE 14 is an enlarged side elevational view of a portion of the apparatus showing the selectively controlled stop mechanism.

FIGURE 15 is an enlarged transverse sectional view through the apparatus showing a modified form of selectively controlled stop mechanism.

FIGURE 16 is a schematic block diagram illustrating diagrammatically the control system associated with the paper cutter apparatus of the present invention.

FIGURE 17 is an electrical circuit diagram corresponding to the control system.

FIGURE 18 is a partial sectional view taken substantially through a plane indicated by section line 18-18 in FIGURE 2.

The automatic paper cutter apparatus of the present invention generally denoted by reference numeral 10 in FIGURE 1, is associated with a continuous paper web 12 to which movement may be imparted in one direction indicated by arrow 14 by means of the drum 16 so as to wind the web upon the core 18 of a reel 20 shown substantially full in FIGURE 1. The full reel is accordingly mounted by its core 18 on a suitable frame 22 in spaced relation to an empty core 24. The paper web extends upwardly from the idler drum 26 and between the empty core 24 and the drum 16. The paper cutter apparatus 10 is therefore operative to sever the web between the drums 16 and 26 so that the forward severed end of the web may then be wound upon the empty core 24. Toward this end, the web is longitudinally cut along the line 28 transversely spaced from the edge 30 of the web and then torn off to form a starting edge 32 that is wound about the empty core. Severing of the web then proceeds from the line 28 along a diagonal line 34 until the web is completely severed. The apparatus 10 is therefore operative to sever the web as illustrated in FIGURE 1 in a semiautomatic fashion or under operator control, as will be hereafter explained.

Referring now to FIGURES 2 and 4 in particular, it will be observed that the apparatus 10 incuding a horizontally elongated track assembly generally referred to by reference numeral 36 which is supported in a vertically adjusted position above the floor surface 38 by two or more supporting leg assemblies 40. The track assembly ineludes an upper tubular member 42 and a lower tubular member 44, the tubular members being fastened to each other at longitudinally spaced locations by means of screw fasteners 46 for example which extend through a longitudinal track element 48 as shown in FIGURE 8. The track element 48 extends therefore along the bottom of the upper tubular member 42 opposite the upper longitudinal slot 50 formed in the upper tubular member 42 in order to accommodate the slidable mounting of the carriage assembly 52 above the track assembly.

Proper positioning of the apparatus and the carriage 52 below the paper web is made possible by the adjustable leg assemblies 40 aforementioned. Each leg assembly includes therefore a downwardly extending tubular member 54 secured as by welding to the bottom tubular member 44 of the track assembly as more clearly seen in FIGURE 4, the tubular member 54 being received within a tubular standard 56 extending upwardly from a mounting plate 58 as more clearly seen in FIGURE 18. An adjustment block 60 is secured to the standard 56 and threadedly mounts an adjustment screw 62, the upper end of which is received in a bearing projection 64 secured to the bottom tubular member 44 of the track assembly. Lock nuts 66 are threadedly mounted on the adjustment screw member on either side of the adjustment block 60 in order to lock the screw member in an axial position to which it is adjusted. It will therefore be apparent that the adjustment screw member may be utilized to vary the height of the track assembly above the fioor 38, a lock screw element 68 also being provided in order to lock the tubular member 54 to the standard 56 in its adjusted position. The mounting plate 58 is supported on a base plate 70 and locked in an adjusted position thereon by means of the lock nuts 72 threadedly mounted on the screw studs 74 projecting through adjustment slots 76 formed in the mounting plate 58. Accordingly, the guide slots 76 will accommodate a limited amount of longitudinal displacement of the mounting plate in one direction relative to the base plate. A shock absorbing element 78 is also mounted on the base plate and projects through openings in the mounting projections 80 formed on the mounting plate. The base plate is also provided with slots 82 perpendicular to the slots 76 so as to adjustably mount the base plate on the floor 38 between the angle irons 84. Accordingly, screw studs 86 are mounted in the floor and project upwardly through the slots 82 and threadedly receive the lock nuts 88 through which the base plate is clamped in an adjusted position.

The carriage assembly 52 aforementioned, includes an anchor member 90 slidably mounted over the track element 48. The anchor member extends upwardly through the slot 50 formed in the upper tubular member 42 so as to mount thereabove the carriage block 92. The carriage block is enclosed within an outer housing 94 which also encloses a blade positioning mechanism 96 through which a cutter blade 98 is displaced from a retracted position as shown in FIGURES 2, 4 and 10 to a projected position projecting through the open top 100 of the carriage housing 94 so as to penetrate the paper web as shown in FIG- URE 1. The blade 98 is movably mounted on the posi tioning mechanism 96 by means of a blade holder generally referred to by reference numeral 102 so that the blade may automatically orientate itself from one direction along line 28 to the other direction along line 34 as shown in FIGURE 1 when movement is imparted to the carriage assembly. The carriage housing is also provided with openings 104 and 106 adjacent the bottom thereof in alignment with stop blocks 108 and 110 adapted to be engaged by identical shock absorber devices 112 mounted by longitudinal extensions 114 at the opposite longitudinal ends of the track assembly.

Each of the shock absorber devices includes a horizontal cylinder 116 as shown in FIGURES 2, 4 and partially filled with the shock absorbing fluid 118 such as oil. A piston element 120 having a vent hole is slidably mounted within the cylinder 116 and is connected to a piston rod 122 which extends out of a forward slide bearing cap 124 opposite the rear cap 126 associated with th cylinder. The forward end of the piston rod 122 is provided with a resilient bumper 128 and a bearing disk 130 spaced from the bearing disk 132 abutting the forward cap 124. A spring 134 is mounted about the piston rod 122 and reacts between the disks 130 and 132. so as to yield ably hold the piston rod in its extended position as shown. The shock absorber devices will therefore project into the openings 104 and 106 of the carriage housing for engagement with the stop blocks 108 and as the carriage approaches its opposite limit position. Each cylinder 116 is filled with oil to a level below the filling plug 136 through which the oil is introduced, the retarding action of the oil on the piston being regulated by the vent hole (not shown) in the piston.

A one-way pneumatic type of shock absorber 138 is provided within the carriage housing to provide down stroke resistance only and is pivotally mounted on the carriage block 92 so that its piston rod 140 may be pivotally connected to the blade positioning device 96. The blade positioning device as shown in FIGURES 4, 9 and 10 includes a tubular slide member 142 having a horseshoe extension 144 projecting from one side thereof through which the tubular slide member is pivotally connected to the piston rod 140 of the shock absorber 138. The slide member 142 is mounted for vertical displacement on an upwardly extending rod 146 connected to the carriage block 92. Mounted on the rod 146 and extending through a slot 148 formed in the tubular slide member 142, is a limit bumper stop 150 through which upward displacement of the slide member and the blade 98 is limited. The carriage block is also provided with upwardly extending mounting plates 152 adjacent to the tubular slide member 142 on a side opposite the shock absorber through which a driven sprocket wheel 154 is rotatably mounted. The sprocket wheel 154 is provided with a crank pin 156 to which a connecting rod 158 is pivotally connected so as to drivingly connect the sprocket wheel 154 to the tubular slide member 142. It will be apparent therefore, that oscillatory movement imparted to the sprocket wheel in opposite directions will slidably displace the tubular slide member between the lower retracted position as shown to an upper projected position wherein the connecting rod 158 engages the limit bumper stop 150. The shock absorber 138 will of course prevent damage to the parts from impact forces on the downstroke.

Movement is imparted to both the positioning mechanism 96 and the carriage by means of a driven mechanism which includes an endless sprocket chain 160. The sprocket chain is entrained about the sprocket wheel 154 and the idler sprocket wheels 162 and 164 rotatably mounted by the carriage block adjacent to the stop blocks 108 and 110. The sprocket chain extends in opposite directions from the carriage assembly into the upper tubular member 42 along its upper run. Drive sprocket wheel 166 and sprocket wheel 168 are respectively mounted between the upper and lower tubular members of the track assembly adjacent the opposite longitudinal ends thereof as shown in FIGURES 4 and 5 so that the endless sprocket chain may be entrained thereabout with its lower run extending through the lower tubular member 44 of the track assembly. As shown in FIGURES 5 and 6, the idler sprocket wheel 168 is rotatably mounted on a spindle 170 which slidably extends through guide slots 172 formed in a guide member connected to the end of the track assembly. A chain tightener frame 174 is provided with a pair of adjustment screws 176 threadedly mounting the floating plate 178 in adjustably spaced relation to the guide member 180. Springs 181 are mounted on screws 176 and bear against the plate 178 to yieldably urge the frame 174 and the sprocket wheel 168 carried thereon in a chain tightening direction. It will be apparent therefore, that the position of the idler sprocket 168 may be adjusted in order to obtain the proper tension for the endless sprocket chain 160 as well as to absorb shock forces imposed on the chain. The sprocket wheel 166 is connected to a reversible electric motor 182 supported on a mounting frame 184 which extends laterally from the track assembly. The motor 182 is also adjustably positioned on its mounting frame 184 by the adjustable positioning device 186 as shown in FIGURE 3.

Referring now to FIGURES 9, and 11, it will be observed that the blade holder 102 includes a blade mounting element 188 from which the cutter blade 98 extends upwardly at an angle as shown in FIGURE 9. The element 188 is rotatably mounted by the bearing race 190 about an axis which extends at an angle to the vertical displacement axis along which the tubular slide member 142 is displaced. Toward this end, the outer bearing race 190 is rotatably mounted by ball bearings about the shank portion of a bolt 192 which extends upwardly from the plate 194 secured at an angle to the top of the slide member 142. The blade mounting element 188 may be angularly displaced against the bias of the spring element 196 which urges it against the adjustable stop screw 198. As a result of the foregoing arrangement, the blade 98 will be angularly displaced by the paper web it penetrates when transverse movement is imparted to the carriage. Such angular displacement of the blade holder will further upwardly displace the cutter blade 98 by a small amount in order to insure continued severing of the web.

It will be apparent from the foregoing that energization of the reversible motor 182 in a forward direction will be operative through the sprocket chain 160 to angularly displace the sprocket wheel 154 in a counterclockwise direction as viewed in FIGURE 10 in order to impart upward displacement to the slide member 142 thereby projecting the blade 98 upwardly. When the slide member reaches its upward position, further counterclockwise displacement of the sprocket wheel 154 is prevented because of the engagement of the connecting rod 158 with the limit bumper stop 150. Continued movement of the sprocket chain 160 will then cause forward displacement of the entire carriage assembly with the blade in its projected position. It will be appreciated, however, that upward projection of the blade is assured only when the carriage assembly is held stationary. Toward this end, movement of the carriage is initially resisted when the carriage is in either of its limit positions by means of a pair of friction brake assemblies 200 mounted in spaced relation to the opposite longitudinal ends of the track assembly as shown in FIGURES 2 and 3. These friction brakes will also retard movement of the carriage assembly as it approaches the limit positions to reduce the load on the shock absorber devices 112 and the dynamic brake for the motor 182 to be described hereafter. Each friction brake assembly includes a pair of friction elements 202 as shown in FIGURE 7 mounted for yieldable engagement with the sides of the carriage anchor member 90 by adjustable tension devices 204 on the mounting plates 206.

After the blade 98 has been projected, it is also desirable that the cutter blade be held in this position while the carriage assembly is moved forwardly. However, before any return movement of the carriage, retraction of the blade 98 must be assured in order to prevent any undesired severing of the web. The latter two objectives are achieved by means of a one-way brake mechanism associated with the sprocket wheel 154. As more clearly seen in FIGURE 14, the carriage block 92 pivotally mounts a holding pawl 208, which engages the sprocket wheel between the teeth thereof. The holding pawl is biased by spring 210 in a counterclockwise direction as shown in FIGURE 14 to ordinarily urge the sprocket wheel 154 clockwise to insure retraction of the blade before return movement of the carriage assembly occurs. On the other hand, angular displacement of the sprocket wheel 154 in a counterclockwise direction from a position corresponding to the retracted position of the blade will angularly displace the holding pawl clockwise against the bias of spring 210 to subsequently prevent clockwise movement thereof. Retraction of the blade is thereby prevented as long as there is forward driving torque applied to the sprocket wheel overcoming the bias of spring 210.

The one-way brake could also be utilized to hold the blade retracted during forward movement of the carriage by means of the power operated solenoid 212, the armature of which is connected by the link 214 to the holding pawl 208 preventing any counterclockwise displacement thereof under the bias of spring 210. Alternatively, angular displacement of the sprocket wheel 154 from its retracted position may be prevented by means of a lock pin manually inserted through an aperture in the sprocket wheel aligned with an aperture 216 in the mounting plate 152 for the sprocket wheel. An alternative power operated locking mechanism may be utilized in lieu of the arrangement illustrated in FIGURE 14. Referring therefore to FIGURE 15, it will be observed that the sprocket wheel 154 is provided with the aperture 218 aligned with a tubular member 220 projecting laterally from the mounting plate 152. A lock pin 222 in the form of a solenoid armature is slidably mounted within the tube 220 and held in the retracted position shown in FIGURE 15 by the spring 224. A power operated solenoid winding 226 is mounted on the tube 220 so that when energized it will project the lock pin 222 into the aperture 218 aligned with the lock pin only in the retracted position of the cutter blade.

The blade lock mechanism whether it be the form illustrated in FIGURE 14 or the form shown in FIGURE 15, is designed to hold the blade retracted so that forward movement may be selectively imparted to the carriage assembly within limits before the blade lock mechanism is released. Toward this end, the carriage assembly is provided with a laterally mounted contact device 228 as shown in FIGURE 3 received by a cooperating contact portion 230 mounted in fixed space relation to the track assembly adjacent the starting end thereof. With continued reference to FIGURES 12 and 13, it will be observed that the contact device 228 includes a right angled arm portion 232 non-conductively connected to the carriage assembly by the non-conductive spacer 234. A pair of contact elements 236 are slidably mounted by the arm 232 and urged in opposite directions by the springs 238 into contact with the conductive strips 240 which are mounted by the non-conductive adhesive strips 242 on the downwardly extending sides of the channel member associated with the contact portion 230. Thus, an electrically conductive path is established between the contact strips 240 and 241 during travel of a limited distance from its start position. The blade lock mechanism is therefore inoperative only after the carriage has moved a predetermined distance away from the starting position.

As shown in FIGURES 2 and 3, the carriage assembly is provided with switch actuating extensions 244 by means of which limit switches 246, 248, 250 and 252 are actuated by the carriage in different positions along the track assembly. The limit switches may therefore be adjustably mounted on opposite sides of the track assembly in order to adjust proper operation of the apparatus. These limit switches are actuated by the carriage assembly in order to perform various functions in connection with the automatic operational cycle of the apparatus .as will be hereafter explained.

As diagrammatically shown in FIGURE 16, movement is imparted to both the carriage assembly and the web severing blade by means of the carriage drive 182 and the blade positioner 96. A directional control component 254 is therefore associated with the control system and connected to the carriage drive and blade positioner. to control operation thereof in accordance with an automatic cycle or manual control determined by the selector component 256. During the severing action, a water spray is applied to the web, the water spray being cut otf at the proper position of the carriage assembly by the spray control 253 which includes one of the limit switches 250 aforementioned mounted in proper position on the track assembly. The other limit switches form part of the directional control component through which an automatic cycle is effected. Accordingly, the spray control is controlled by the carriage drive which also is operative to release the blade lock solenoid 226. The blade lock is operative on the blade positioner to temporarily prevent projection of the blade from the carriage assembly during forward movement of the carriage assembly from the start position. A dynamic brake control 258 is also provided in the control system and is operative on the carriage drive to stop movement of the carriage assembly either at its limit positions or at any position therebetween under selective control of the operator. A timing circuit 260 is accordingly associated with the dynamic brake control and the directional control movement 254 in order to preset the duration of dynamic braking.

Referring now to FIGURE 17, the electrical control system is shown in the form of a circuit diagram. The reversible motor 182 is connected to a three phase, 440 V. AC. power supply by means of the power phase lines 262, 264 and 266. The motor is energized to produce rotation in a forward direction when the power lines are connected to the appropriate motor terminals through the normally opened relay switches 268a, 268b, 268a associated with a forward relay coil 268 forming part of the directional control component 254. The normally opened relay switches associated with the forward relay coil 268 are therefore provided with contacts connected to the mtor terminals through the motor load lines 270, 272 and 274. The motor 182 may also be energized to produce rotation in a reverse direction by connecting the power lines to the load lines through the normally opened relay switches 276a, 276b, and 2760 associated with the reverse relay coil 276 in the directional control component. The directional control component is also provided with a relay interlock arrangement to prevent simultaneous energization of the forward and reverse relay coils. Thus, whe never the forward relay coil is energized, in addition to closing the normally opened relay switches that connect the motor terminals to the power lines, it also opens the normally closed relay switch 268d connected in series with the reverse relay coil 276 in order to prevent energization thereof. On the other hand, when ever the reverse relay coil 276 is energized, it opens its normally closed relay switch 276d in series with the forward relay coil 268 in order to prevent energization thereof.

The selector component 256 includes a plurality of operator controlled switches including a normally closed stop switch 278, adapted to be momentarily opened in order to deenergize the relay circuits of the directional control component so as to interrupt the supply of power to the drive motor 182. The selector component also includes a jog switch 280 displaceable from a position bridging a pair of contacts 282 and 284 with which it is normally engaged to another operative position bridging the contacts 286 and 288. Normally opened reverse and forward selector switches 290 and 292 are provided in order to selectively initiate movement of the carriage assembly in either a reverse or forward direction. An automatic return switch 294 is also available for displacement between an inoperative position as shown in FIGURE 17 to an operative position engaging a contact 296. Finally, a normally opened lock switch 298 is provided through which the cutter blade may be selectively held in its retracted position until the carriage assembly has moved a desired distance from its start position.

Power for energizing the forward and reverse relay coils is supplied through transformer 300 having a primary 302 connected to the power lines 262 and 264 and a secondary 304. One terminal of the secondary winding 304 is connected by the fuse 306 and conductor 308 to the operator controlled switches of the selector component through which an electrical connection is established to one or the other of the relay coils 268 and 276. The other terminal of the secondary winding 304 is connected in parallel to both of the relay coils 268 and 276 through three series connected switches consisting of a normally closed relay switch 310a associated with the dynamic braking control 258, and the normally closed overload sensing switches, 312 and 314. Thus, whenever there is any dynamic braking opertion, the relay switch 310a is opened to deenergize the forward or reverse relay coils. Also, when either of the load lines 270 or 274 is overloaded by excessive current, the heater elements 316 and 318 will open the normally closed switches 312 and 314 associated therewith in order to interrupt the energizing circuits for the directional control relay coils 268 and 276. The energizing circuit for the forward relay coil 268 is completed through the selector control component upon closing of the forward switch 292 connected to the conductor 308 through conductor 320 and the normally closed stop switch 278. The forward selector switch 292 is however connected to the relay coil 268 through the limit switch 252 and the normally closed relay switch 276d aforementioned. The limit switch 248 is closed until opened by the carriage approaching the end of its return stroke while the limit switch 252 is opened whenever the carriage assembly approaches the end of its forward stroke. The energizing for the forward relay coil 268 may also be established in by-pass relation to the forward selector switch 292 when the jog switch 280 is displaced to its operative position bridging the contacts 286 and 288. Similarly, an energizing circuit for the reverse relay coil 276 is established when the reverse selector switch 290 is closed connecting the conductor 320 to the relay coil 276 through the normally closed relay switch 268d. An energizing circuit for the reverse relay coil 276 may also be established in by-pass relation to the reverse selector switch 290 by closing the limit switch 256 and the automatic return switch 294.

The secondary winding 304 of transformer 300 also supplies power to the directional control component under control of the timing circuit 260 through which the duration of dynamic braking is predetermined. The timing circuit 260 includes a solenoid element 322 connected across load lines 270 and 272 operative when energized to open a normally closed switch 324 and at the same time close the normally opened switches 328 and 330. Switch 326 is also closed and upon deenergization of the solenoid 322 opens after a preset time delay controlled by a pneumatic device for example, (not shown). The normally opened switches 328 and 330 are connected to the conductor 320 so as to complete a holding circuit either for the reverse relay coil 276 through relay switch 276 after the reverse selector switch 290 is released following energization of the timer solenoid element 322 or for the forward relay coil 268 through the relay switch 268 and the jog switch normally bridging the contacts 282 and 284. Thus when power is supplied to motor 182 load lines 270 and 272, the relay coils 268 and 276 will remain energized until limit switch 252 or 248 is opened as the carriage approaches the end of the forward or return stroke. Opening of the limit switches deenergizes relay coil 268 or 276 to disconnect the load lines from the source of power to also deenergize the solenoid element 322. The timer switches 324, 328 and 330 return to the position shown in FIGURE 17 while switch 326 remains closed for the preset delay period connecting the brake control relay coil 310 across the secondary winding 304 of transformer 300 in series with the switch 324 and the normally closed relay switches 268e and 276e that prevent energization of the relay 310 as long as the forward or reverse relay coil is energized.

The transformer 300 also supplies electrical energy for energization of the spray control relay coil 334 connected to one terminal of the secondary winding 304 through the limit switch 250, the circuit being completed through the relay coil 334 to the other terminal of the secondary winding 304 through either the normally opened relay switch 268g, closed by energization of the forward relay coil 268 or the normally opened relay holding switch 334a.

The braking action of the dynamic braking control 258 is initiated upon energization of the brake control relay coil 310 during the preset time delay aforementioned in order to close the normally opened relay switches 310b, 3100, 310d and 310s. At the same time, the normally closed relay switch 310 is opened to deenergize the timer solenoid element 322 associated with the timing circuit in order to prevent energization thereof during the timing cycle terminated by opening of switch 326. The element 322 is energized simultaneously with motor 182 prior to operation of the dynamic braking control by being connected across the load lines 270 and 272 through the normally closed relay switch 310i. Power for operation of the dynamic braking control is supplied on the other hand by transformer 336 including the primary 338 connected across the power lines 262 and 264 and the secondary 340, having an adjustable power tap 341 connected to relay switch 3100. Upon energization of the brake control relay 310, the relay switches 31% and 3100 are closed in order to connect the secondary winding 340 to the input terminals of a full wave rectifier 342. The DC output of the rectifier is adjustable by means of the tap 341 to provide sufficient braking torque to overcome inertia forces only during the preset delay period. One output terminal 344 of the rectifier is therefore connected to the load line 272 while the other output terminal 346 is connected to the load lines 270 and 274 through the relay switches 310d and 310e. It will be apparent therefore, that supply of a DC voltage to the load lines from the rectifier 342 will produce a dynamic braking action on the motor 182 in order to retard either forward or reverse rotation.

The spray control component 253 includes a solenoid operated valve 348 adapted to be connected across the power lines 264 and 266 upon closing of the normally opened relay switches 334i) and 334s associated with the the spray control relay coil 334. The relay coil 334 is of course energized upon energization of forward relay coil 268 because of the closing of the normally opened relay switch 268g and is then held energized by closing of the relay holding switch 334a. The relay coil 334 is then deenergized to terminate the Water spray when the limit switch 250 is opened when the carriage reaches a predetermined position.

Also, during movement of the carriage assembly from the start position to a predetermined position spaced therefrom, the contacts 228 and 230 are closed so as to connect the blade lock solenoid 226 across the output terminals of a full wave rectifier 350 which is thereby operative to project the lock pin 222 to a lock position holding the blade retracted. Power is supplied to the input terminals of the rectifier 350 through the transformer 352, the primary of which is connected to the secondary winding 340 of transformer 336 through the normally opened lock switch 298. The lock solenoid 226 is therefore selectively energized to hold the blade retracted until the carriage has moved a predetermined distance from the start position causing the contacts 228 and 230 to open and automatically release the blade.

With continued reference to FIGURE 17, operation of the apparatus may be summarized. Assuming that the carriage assembly is in its start position, the operator may close the lock switch 298 energizing the lock solenoid 226 in order to hold the blade 98 in its retracted position until the carriage assembly has moved a desired distance from its start position within limits established by the contacts 228 and 230. The operator may then actuate the jog switch 280 in order to cause forward movement of the carriage assembly by energizing the forward relay coil 268 closing the normally opened relay switches 268a, 268b and 268s connecting the three-phase power lines to the motor terminals. At the same time, the relay switch 26842 is opened in order to prevent energization of the brake control relay coil 310 while relay switch 268 is closed to energize the water spray control relay 334. The carriage assembly thus moves forwardly until the jog switch is released. When the jog switch returns to its nor-v mal position illustrated in FIGURE 17, the forward relay coil 268 is deenergized interrupting the supply of power to the motor 182 and at the same time closing the relay switch 268e. The solenoid element 322 in the timing circuit is then also deenergized so that normally closed switch 324 closes immediately while the normally opened timer switch 326 remains closed for a predetermin d delay period during which the brake control relay 310 is energized. Energization of the relay coil 310 initiates operation of the dynamic braking component as aforementioned to supply a DC braking voltage to the load lines from the rectifier 342. At the same time, the relay switch 310 is opened to initiate the timing cycle by deenergizing element 322. Relay switch 310:: is also opened in order to prevent energization of the forward relay coil 268 during the braking action. After completion of the timing cycle, the timer switch 326 opens to deenergize the brake control relay 310 and terminate the braking action. When movement of the carriage assembly has stopped, the lock switch 298 may be released so as to release the blade for upward movement.

Operation may then be resumed with the blade spaced from one edge of the web by actuating the jog switch once again so as to project the blade into the moving web producing a predetermined length of leader strip. The jog switch is released to stop operation so that the leader strip may be torn off by the operator at edge 32 as shown in FIGURE 1. The forward selector switch 292 may then be actuated in order to initiate an automatic cycle with the blade in its projected position causing forward movement of the carriage.

When the carriage reaches a predetermined position, it opens the limit switch 250 causing deenergization of the water control relay 334 to terminate the water spray. When the carriage assembly approaches its limit position, it opens the limit switch 252 so as to deenergize the forward relay coil 268 initiating the dynamic braking operation and a timing cycle as hereinbefore described. When the carriage assembly has stopped at its limit position and the timing cycle completed, the reverse relay coil is energized if the automatic return switch 294 had been displaced to its operative position. The motor 182 is then connected to the power lines through the normally opened relay switches 276a, 2761), 2760 establishing reverse rotation of the motor 182. Reverse rotation of the motor 182 therefore sequentially retracts the cutter blade through the positioning mechanism and initiates movement of the carriage assembly in the return direction. At the same time, solenoid element 322 of the timing circuit is energized as hereinbefore described in connection with forward operation. Closing of the timer switch 328 as a result thereof, maintains the reverse relay coil 276 energized after opening of the limit switch 246 when the carriage moves away therefrom in the return direction. When the carriage approaches its start position, it opens the limit switch 248 deenergizing the reverse relay coil 276 and initiating operation of the dynamic braking circuit for the preset timing cycle of the timing circuit 260. An automatic cycle is thereby terminated. It will of course be appreciated that the carriage assembly may be stopped at any position by temporarily opening the stop switch 278 interrupting the energizing circuits for the directional control relay coils. Also, movement in either a forward or a return direction may then be imparted to the carriage assembly by closing of the reverse or forward switches 290 and 292 causing the carriage assembly to move to either of its limit positions.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly all suitable modifications and equivalents may be resorted to, falling within the scope of the invention as claimed.

What is claimed to be new is as follows:

1. A cutter apparatus for a traveling web comprising, a carriage, a track mounting said carriage for movement transversely of said web between limit positions, a blade, positioning means mounting the blade on the carriage for displacement between a retracted position and a projected position penetrating the web, drive means operatively connected to the positioning means for simultaneously exerting displacing forces on the carriage and the blade, means for yieldably resisting movement of the carriage from said limit positions to induce displacement of the blade relative to the carriage in response to said displacing forces, and stop means engageable with the positioning means for preventing displacement of the blade relative to the carriage to induce movement of the carriage by said displacing forces.

2. A cutter apparatus for traveling web comprising, a carriage, a track mounting said carriage for movement transversely of said web between limit positions, a blade, positioning means mounting the blade on the carriage for displacement between a retracted position and a projected position penetrating the web, drive means operatively connected to the positioning means for simultaneously exerting displacing forces on the carriage and the blade, means engageable with the carriage for yieldably resisting move ment thereof to induce displacement of the blade by the drive means, the stop means engageable with the positioning means for preventing displacement of the blade to induce movement of the carriage, said stop means including means engageable by the positioning means for inducing movement of the carriage with the blade in the projected position, and selectively controlled lock means for preventing displacement of the blade from the retracted piositon during movement of the carriage a predetermined distance from one of the limit positions thereof.

3. The combination of claim 2 wherein said drive means comprises, a driven wheel rotatably mounted on said carriage, a drive wheel rotatably mounted by the track, an endless flexible drive element entrained about said drive and driven wheels, reversible motor means drivingly connected to said drive wheel, and one-way brake means engageable with the driven wheel for preventing retraction of the blade only while the carriage is being moved in a forward direction.

4. The combination of claim 3 wherein said positioning means comprises, a slide member displaceable along a displacement axis intersecting said web, link means connecting the drive wheel to the slide member, and blade holder means rotatably mounted by the slide member about a second axis at an angle to the displacement axis for reorientating the blade in response to movement of the carriage.

5. The combination of claim 4 including dynamic braking means operatively connected to the reversible motor means for retarding movement of the carriage in response to deenergization of the motor means and timing operatively connected to the braking means for limiting the period during which movement of the carriage is retarded.

6. The combination of claim 5 including shock absorbing means engageable by the carriage during approach thereof to the limit positions and limit switch means operatively connected to the dynamic braking means for retarding movement of the carriage during said approach thereof to the limit positions.

7. A cutter apparatus for a traveling web comprising, a carriage, a track mounting said carriage for movement transversely of said web between limit posiiions, a blade, positioning means mounting the blade on the carriage for displacement between a retracted position and a projected position penetrating the web, drive means operatively connected to the positioning means for simultaneously exerting displacing forces on the carriage and the blade, means engageable with the carriage for yieldably resisting movement thereof to induce displacement of the blade by the drive means, and stop means engageable with the positioning means for preventing displacement of the blade to induce movement of the carriage, said drive means comprising, a driven wheel rotatably mounted on said carriage, a drive wheel rotatably mounted by the track, an endless flexible drive element entrained about said drive and driven wheels, reversible motor means drivingly connected to said drive wheel, and one-way brake means engageable with the drive wheel for preventing retraction of the blade only during forward movement of the carriage.

8. The combination of claim 7 wherein said positioning means comprises, a slide member displaceable along a displacement axis intersecting said web, link means connecting the drive Wheel to the slide member, and blade holder means rotatably mounted by the slide member about a second axis at an angle to the displacement axis for reorientating the blade in response to movement of the carriage.

9. A cutter apparatus for a traveling web comprising, a carriage, a track mounting said carriage for movement transversely of said web between limit positions, a blade, positioning means mounting the blade on the carriage for displacement between a retracted position and a projected position penetrating the web, drive means operatively connected to the positioning means for simultaneously exerting displacing forces on the carriage and the blade, means engageable with the carriage for yieldably resisting movement thereof to induce displacement of the blade by the drive means, and stop means engageable with the positioning means for preventing displacement of the blade to induce movement of the carriage, said positioning means comprising a slide member displaceable along a displacement axis intersecting said web, link means connecting the drive means to the slide member, and blade holder means rotatably mounted by the slide member about a second axis at an angle to the displacement axis for reorientating the blade in response to movement of the carriage.

10. The combination of claim 9 including dynamic braking means operatively connected to the drive means for retarding movement of the carriage in response to deenergization of the motor means and timing means operatively connected to the braking means for limiting the duration during which the movement of the carriage is retarded.

11. The combination of claim 10 including shock absorbing means engageable by the carriage during approach thereof to the limit positions and limit switch means operatively connected to the dynamic braking means for retarding movement of the carriage during said approach thereof to the limit positions.

12. A cutter apparatus for a traveling web comprising, a carriage, a track mounting said carriage for movement transversely of said web between limit positions, a blade, positioning means mounting the blade on the carriage for displacement between a retracted position and a projected position penetrating the web, drive means operatively connected to the positioning means for simultaneously exerting displacing forces on the carriage and the blade, means engageable with the carriage for yieldably resisting movement thereof to induce displacement of the blade by the drive means, stop means engageable with the positioning means for preventing displacement of the blade to induce movement of the carriage, and dynamic braking means operatively connected to the drive means for retarding movement of the carriage in response to deenergization of the motor means and timing means operatively connected to the braking means for limiting the duration during which the movement of the carriage is retarded.

13. The combination of claim 12 including shock absorbing means engageable by the carriage during approach thereof to the limit positions and limit switch means operatively connected to the dynamic braking means for retarding movement of the carriage during said approach thereof to the limit positions.

14-. In combination with a track, a carriage mounted thereon for movement between limit positions and a slide member slidably mounted on the carriage, a drive mechanism comprising a driven wheel rotatably mounted on said carriage, a drive wheel rotatably mounted by the track, an endless flexible drive element entrained about said drive and driven wheels, reversible motor means drivingly connected to said drive wheel, one-way brake means engageable with the driven Wheel for preventing rotation thereof in one direction only during movement of the carriage toward one of the limit positions, and stop means for preventing displacement of the slide member from one position on the carriage to induce movement of the carriage toward said one of the limit positions.

15. The combination of claim 14 wherein said one-way brake means includes a holding pawl pivotally mounted by the carriage and engageable with the drive wheel, a spring connected to the pawl urging the same to permit overrun of the drive wheel in the other direction, said stop means including selectively controlled power means operatively connected to the pawl for overcoming the urge of the spring.

16. The combination of claim 1 wherein said means for yieldably resisting movement of the carriage comprises motion retarding brakes mounted by the track and engageable with the carriage at said. limit positions.

FOREIGN PATENTS 612,900 11/1948 Great Britain.

20 ANDREW R. JUHASZ, Primary Examiner.

F. T. YOST, Assistant Examiner.

US. Cl. X.R. 

